Carburetor



Dec. 11, 1928. 1,695,112

G. LAMOUREUX CARBUETGR Filed Des. 1. 1922 Atorn eyS Patented Dec. 11, 1928.

UNlTD STTE-s GEORGES LAMOUREUX, OF;PUTEAX, FRANCE.

CARBURETOR.

Application filer] December 1, 1922, Serial No. 604,365, and in France December 6, 1921.

The present invention relates to an improved spray carburetor embodying a Jet nozzle delivering autoniatically the quantity of liquid fuel required for the various speeds of the engine.

It is a well known fact that spray carburetors generally possess the disadvantagg.

that, in proportion as the speedoi the engine inereases, the depression in the carburetor dueto the engine suction likewise increases, and the liquid fuel is injected ina greater proportion relatively to the air, giving a richer explosive mixture.

It has heretofore been proposed to provide a carburetor wherein the liquid fuel enters the same through a calibrated hole in the lower part of a tube,which latter is pierced along its length with holes communicatmg with the atmosphere. This tube, more0vr, is pierced adjacent its upper end. with a great number of holes for the exit of the air and fuel. During the normal running of an engine provided withthis type of caiburet or, no liquid level can'beformed in the-tube and thesprayed fuel is deliveredas a et and is mingled with the air entering through the compensating hole. The constant value of the mixture is 'automatically regulated only during the resumption of speed.

An object of the present invention 1s to provide a carburetor which automatically corrects or regulates the mixture not only duringthe resumption of speed but during the normal running, whicb aut0matic control results primarily,from the formation. of a level of liquid fuel within a central tube at all times. The carburetor of the present invention is characterized by the fact that a central tube is suppliedwith liquid fuel by a calibrated opening at its lowr end, and the fuel and air mixture evolved in the carburetor is delivered through a calibrated opening at the upper part of said tube, the two openings be1ng analogous.

The following description with respect to the accompanyingdrawing, giving an example of the invention, describes the prac-' tieal realization thereof and will give a clear idea of its special features and advantages.

The single figure is a diagram of the carburetor in section made axially of the sprayer.

The body of the carburetor is designated by a, its butterfly or throttle valve by a the constant level is at I) and the aperture of the sprtyer at a, this aperture being situated at the upper part of a connecting tube d, the base of which conneets with the fuel supply pipe 6. The communication betWeen these two parts d and 6 is established. by means of an aperture f similar to thatrepresented et c, i. e. capable of passing the same quantity of liquid under the same pressure or depression; Around the tube (Z and communicating with it by a certain number of holes 9, in the Wall of this latter, there is a Concentric tube or sleeve la, elosed at the loxver part and open at its upper edge, which is practically as high as the naturallevel of the liquid fuel. A thircl concentric tube 2' surroncls the tube IL, and opens in amedium not subject to the suction .of the engine, for, instance at the base of the carburetor, Where apertures 7' are providecL 1 v Finally, a system of" hating by exhaust water or gas such as; that indicited, for ilistance, at 70, may be arranged in order .to complete the'wholedeVice.

son

system, one must.first of all'consider the.

conditions in which the tube d is found, viz,

at its base and at its summit. The suction which is exertd at the upper aperture c, tends to make it deliver immediately, but this suction not acting instantaneously onxthe aperture 7', in theneighborhood of which the liquid is approximzttely in equilibrium, no discharge is produced at. 7 to begin With. This discharge can only take place by a, climinutionof pressure at the base of the tube d by a fall in the level of the liquid therein. The. aperture f Will thus have a retarding influence on the aperture 0, When the suction in the carburetor is increased, and this Will tend to empty the tube d, and-will bring about the injections of air into the said tube by the sleeves 7L, 71.

Byreason of the holes 9, the space betweend and 7b, will be full when at rest andwhen the engine is running slowly, as indicated in the drawing, and all the holes Will be submerghd and the sprayer Will deliver pure fuel in a full jet. But if the speed of the engine is accelerated, the depression due to the suction makes itself felt immediately and, as the atmospherie pres sure acts as indicated bythe arrows f 7,

V that it is providedwith-balanced aperturs 7 in the space between d and h, the fuel level will go down, uncovering a certain number of apertures 9, and there will be then an admission of air which will mix with the fuel before leaving the sprayer 0.

The vacuum ex1sting in this tube is smaller (which means that the pressure is greater) than if there had not been any admission of air, the spraying nozzle f will consequently deliver less fuel as its delivery depends upon the difierence of pressure between the atmospheric pressure acting in the fioat chamber and the vacuum in the tube d.

Moreover, the air entering into the tube et through the holes g occupies a certain volume and under these conditions the delivery of fuel of the spraying nozzle 0 will also be reduced. It will therefore be seen that the admission of air into the tube d has for efiect to reduce at the same time the delivery of fuel of the spraying nozzle f and the delivery of fuel of the spraying nozzle c. Accordmgly, as the spraying holes 1' and 0 are similar or balanced there will be at every moment a state of balance, that is to say a liquid level which will lower as the vacuum at a increases and the air entering into the central tube through the holes g will brake or'retard and diffuse the fuel to an extent corresponding to the increase in the vacuum. Consequently it will be possible to obtain an automatic correction for all the rates of running.

The value of this correction will of course depend on the number, the section and the distribution of the holes for the passage of air, and these it will not be diflicult to determine. Moreover, the fuel will be intimately mixed with air before it leaves the sprayer, and owing to this fact, a better utilization of the liquid fuel will be produced.

Variations in temperature may be corrected by a heating system applied around the sprayer nozzle.

What I claim is:

l. A carburetor with automatic regulation, comprising a central tube wherein a liquid fuel level is maintained during normal operation, a calibrated orifice at one end thereof communicating with the fioat chamber, air inlet holes provided in the central tube, a single orifice of substantially the same size as said first-named orifice formed at the other end of the central tube, and means for bringing the external air at atmospheric pressure to the air inlet holes of the central tube.

2. A carburetor with 'automatic regulation, comprising a central tube wherein a liquid fuel level is maintained during normal operation, a calibrated orifice at one end thereof communioating with the fioat chamber, air inlet holes provided in the central tube, a single calibrated orifice of analogous section relative to said tint-named orifice formed at the other end of the central tube, a sleeve'surrounding the central tube and having one end open, and means affording an atmospheric communication for the open end of the said sleeve.

3. A carburetor with automatic regulation, comprising a central tube, a calibrated orifice at one end thereof communicating with the fioat chamber, air inlet holes provided in the central tube, a single calibrated orifice of analogous section formed at the other end of the central tube, a sleeve surrounding the central tube and having one end open, a second sleeve surrounding the latter, communicating with the atmosphere by its open end and having the other end closed in such manner as to direct the outer air}; towards the air inlet hole of the central tu e.

4. A carburetor with automatic regulation, comprising a central tube, a calibrated orifice at one end thereof communicating with the fioat chamber, air inlet holes provided in the central tube, a calibrated orifice having the same diameter as said firstnamed orifice formed at the other end of the central tube, a sleeve surrounding the central tube and having one end open, and means aflording an atmospheric communication for the open end of the said sleeve.

5. A carburetor with automatic regulation, comprising a central tube, a calibrated orifice at one end thereof communicating with the fioat chamber, air inlet holes provided in the central tube, a single calibrated orifice of equal section formed at the other end of the central tube, a sleeve surrounding the central tube and having one end open, a second sleeve surrounding the latter, communicating with the atmosphere by its open end and having the other end closed in such manner as to direct the outer air towards the air inlet hole of the central tube.

In testimony whereof I have signed this specification.

GEORGES LAMOUREUX. 

